Life with a sixty-year old bike

Winter Ride – January 2007
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Chairman’s Ramblings
By the time this issue is with you we will be already well into the new biking season and no
doubt many of you will have new machines to ride on.
Buying a brand new bike is always an exciting option and I must admit that I have always
bought new in recent years.
However, a comment by a Member at a recent meeting has made me think about the wisdom of
this practise. He said, “It’s very nice buying a new bike but in a very few months it is no longer
‘new’ and if you had waited the same period of time you could have bought the same bike in
identical condition to what you have now, second hand and saved a bundle of cash in the
process.”
When you think about it what he is saying makes a lot of sense as we all know the minute we
ride away from the dealers premises, the dreaded depreciation kicks in instantly.
It becomes even more acceptable when we you look around the dealers showrooms and see
bikes under a year old with little more than 1000 miles on them. As they are still covered by
the manufacturers warranty it begins to make even more sense. Perhaps it is time for me to
change my buying habits.
I am pleased to report that the Christmas raffle raised £840.75 net for the Great North Air
Ambulance appeal. Topped up with the monies from other sources meant we could donate the
grand sum of £1476.80 to the GNAAS. Thank you all for supporting this cause.
On a much sadder note I have to report the untimely death of our
Membership Secretary, Richard Salisbury. Following a short
Illness, bravely borne, Richard died on 18th March 2007.
A man of extremely high personal standards and a larger than life
character, Richard was well known for his outspoken views
and was never afraid to voice his opinion in what he believed in.
As a dedicated biker, he took on the role of Membership Secretary
with great enthusiasm during the latter part of 2006 and soon became
an extremely active member of the committee.
Ironically, I had the pleasure of riding with him on the last occasion he
was out on his bike in January before he took ill in mid February.
and is featured on page 2 of this issue..
Our thoughts are with his devoted Partner Dee, who was with him
throughout his illness, Mother, Win, Sister Anne and his Son and Daughter,
James and Clare.
Richard will be greatly missed.
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Ray
WELCOME TO NEW MEMBERS
D Denham
B Stanley
J Magee
P J A Connel
J T Rolt
Pam Dolan
CONGRATULATIONS ON PASSING THE IAM TEST – Well Done
Dave Thompson
Observed by
David Stone
“
Alan Richardson
Please let me know when you have passed to appear on this page
Blandford Sq. Newcastle
(Bottom end of Westgate Rd)
0191 2612097
www.hein-gericke.co.uk
The New 2007 seasons range for top
to toe quality rider's gear is now in.
Just pop in to collect the new
catalogue but you'll not be able to
resist spending more time in store
to find out more!
IAN BELL (MOTORCYCLES) LTD
62 Rothesay Terrace
Bedlington
Northumberland
NE22 5PT
Tel: 01670 822311
WANTED
An Assistant Treasurer to shadow the present Treasurer until the AGM and
then hopefully take on the role when he stands down.
Ideally someone who has an accountancy or financial background would be
preferred. Please contact the Chairman or Secretary if this is of interest to
you.
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Committee
Honorary Group President: Jack Lormor
Chairman: Ray Charlton
Vice Chairman: Simon Lupton
Secretary: Simon Hadden
Treasurer: Jim Stephenson
Training Group: Clive Taylor, Alan Richardson, Geoff Spencer
Membership Secretary: Carole Kibble
Assistant Secretary: Michael Sutherland
Website Co-ordinator: Glenn Knowles
Rideout Co-ordinator: Ron Patrick
Merchandising: Louise Bennett
Newsletter Editor: Ray Charlton
Team Leaders
Northumberland: Malcolm Lonsdale
Tyneside: Alan Richardson
Newcastle & West: Gary Law
Website
www.nam-online.org
Telephone: 07956 618965
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Durham Advanced Motorcyclists
Durham Advanced Motorcyclists meetings are on the last Tuesday of the month at The THINFORD INN,
starting at 7.30pm.
The Thinford inn is located on the junction of the A167 and A688.
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The NAM Email group can be found at:
http://www.groups.google.com/group/nam-bikes
Join it there!
By joining the NAM email group, you'll receive club news as it happens.
You can also send emails to the group, which are automatically
forwarded to all the members of the email group - handy for getting
technical help in a hurry!
If you have any problems, send an email to:
[email protected]
or
[email protected]
IN THIS ISSUE
Front Cover picture is a tribute to Richard Salisbury, who sadly died on 18th March after a short
illness. Richard loved his motorcycle and this is one of the last pictures taken of him in January
of this year.
Inside covers contain photographs of a short Winter Rideout and some views of Carole & Alan
Kibbles’ Turkey trip. (Part 2 can be found on page 24)
We have two new subscribers in Jen Capron-Tee our Regional Motorcycle Advisor and an
amusing tale from Nick Maddison as well as the regular features from The Supreme Being
(Simon Hadden) and Sid Corke.
The Great North Air Ambulance was re-launched on Sunday, 4th March and an article on the
day appears on page 21
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Crossword No.5 (Answers on Page 20)
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Across
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Hinkley's Beach
Bavarian Suspension
Scarborough Racing (7)(5)
Continental Retailer (4)(7)
Blast Relieved Twice (6)(6)
Venomous Exhausts
Green Assassin
2007 MotoGp Champ ? (4)(7)
Italian Exotica
Ride Out Rules (4)(3)(6)
U.S. Winning Manufacturer
Suzuki's Classic Sword
Milanese Rubber
Vintage Needs a Zippo !!
Durham Dealer (5)(5)(10)
Down
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Repsols 125Gp Brit (7)(5)
Spear Inn (anag)
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70's Speedway 'Great Dane' (3)(5)
Buell's Transmission
Circuit Experience (5)(3)
Indian Bullet (5)(7)
Californian Customiser's (6)(6)(8)
Suzi's Touring Twin (1)(5)
NAM Periodical (6)(10)
Fairground Attraction (4)(2)(5)
Effortless Lubrication
McWilliams' New 800 Steed
DSA Composition (3)(7)(4)
HOG Leader (4)(7)
Yamaha's Old Testament
Rear Observation
S4R Motor
New Forest Collection
Your Regional Motorcycle Advisor
Well, I guess the best way to start this article is to introduce myself to you all.
‘Hi, I’m Jen, and I ride a motorbike’. I’m the Regional Motorcycle Advisor for Region 4 (North
East), but the biggest (and best) part of me is a biker.
I have a love of motorbikes, and apparently Yamaha’s, as I’ve owned a few - now let me
see…..TZR125, FZR600 (3 of them between my husband & I), YZF750 (also between us we
had 3!) notice a theme here? And I currently own & ride a Yamaha R1, 2004 which replaced
my first fantastic R1 a 1999 model, both being great bikes in their own right, I have the perfect
bike for me.
I’ve had the 2004 R1 from new in April 2004. Picked her up from Acklam’s in Harrogate, and it
was love at first sight.
They’d let me have a demo to ride just as they came onto the market, so I took it to Sherburn
and although it was academic that I would have one, I did want to ride it back to back with the
’99 R1. Not at any point was I disappointed! That was the bike for me, and we’ve been
together ever since.
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I ride through all weathers and even with a sports bike, she’s doing well, although I have had to
increase the daily maintenance to include a rinse down and liberal WD40 squirt before being put
to ‘bed’ in a nice warm garage.
As well as going through more grease & cleaning fluids than ever, it’s essential to make sure
the bike you ride is taken care of – a rusty saggy chain is risking more than just an expensive
repair bill if it snaps while riding.
My partner rides an Aprilia Mille 2002 and I’ve ridden that on several occasions now, even with
him pillion! Although I prefer to take him pillion on my own bike, I think he preferred the comfier
seat on the Mille. We are out every weekend racking up miles all over the UK – and even have
Europe trips planned at every opportunity this year (including as many MotoGP’s as I can fit in!).
Hopefully we’ll get even more ride outs and bike travel into this year, and with any luck that
includes riding with you all too – so, please, keep me posted on when you’re out & about.
I’d also really love to make this year a safe & fun Biking year, with lower numbers of incidents &
injuries too.
Although I ride a progressive sports bike with enthusiasm, I always maintain that safety
mentality, I hope it’s infectious!
So Ride Safe all & remember that winter maintenance!
Jen Capron-Tee; Regional Motorcycle Advisor
(for email & mobile details, please see IAM website or your Committee)
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Ride-Outs 2007
Date
29th April
27th May
24th June
29th July
26th August
30th September
28th October
Leader
Simon Lupton
Clive Taylor
Dave Walton
Alan Richardson
Dave Crampton
Michael Sutherland
Nick Maddison
Destination
TBA
TBA
Lakes
Scotland
TBA
North Yorks Moors
TBA
All Ride-Outs meet 10.00am prompt at the Travel Lodge Car Park, Seaton
Burn.
Other dates will be published as they come in, but don’t forget, most
Sundays many Members meet at 10.00am at Seaton Burn for their own
impromptu runs.
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THE DROP-OFF SYSTEM:
•
YOUR riding is YOUR responsibility.
•
The purpose of the ride is an enjoyable and safe ride out, not a race.
At the front of every NAM Ride-out there is a Leader who will be identified at the pre-ride
briefing. He is permanently at the front of group and is identified by either a hi-viz H belt or hiviz jacket.
At the rear of every ride-out there is a Back Marker who will also be identified at the pre-ride
brief and will also wear either a hi-viz H belt or jacket and will remain at rear of group at all
times.
At no time will any rider overtake the Leader or drop behind the Back Marker.
Each time the ride reaches a junction or round-a-bout, the rider at No 2 position, behind the
Leader, will stop and mark the junction for the rest of the group.
When the Back Marker arrives, that rider will then re-join the group ahead of the Back Marker.
At the next junction or round-a-bout, the next rider in No. 2 position behind the Leader will drop
off and mark that junction, rejoining the group in front of the Back Marker.
This procedure will be repeated at each new junction.
OVERTAKING is permitted between the Back Marker and Leader, but ONLY IF IT IS SAFE
TO DO SO. When overtaking other vehicles, take care not to merely follow bike in front.
If traffic conditions slow progress, do not worry as the drop-off system works and ensures that
no-one is left behind.
Riding in a group presents additional hazards, so ride to the system, and remember, Safety
first.
Riders who are not part of the group are a significant hazard. Stay safe.
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Track Days 2007
Track Days are being considered for the dates of May 23rd and August 15th
for the NAM Race School days at the Ron Haswell Race School at
Donnington Park, subject to enough interest being show.
Please contact Louise Bennett at the earliest opportunity to register your
interest.
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Motorcycle Accidents
A study by The Department for Transport has identified the 5 most common causes of
motorcycle accidents and offers advice on how to avoid them.
According to an in depth study of motorcycle crashes the 5 most common are:
•
failure to negotiate a left hand bend on country roads
•
failure to negotiate right hand bend on country roads
•
collision at junctions
•
collision while overtaking
•
loss of control.
Bends on Country Roads
Most of basic motorcycle training in the UK is carried out on town not country roads. Country
roads are different so we need to apply our skills, knowledge and ability in a different way. No
two bends on country roads are the same, some are smooth and even, opening up once you
are into them. Others may be rough and bumpy and tighten up dramatically.
If you have gone into a bend at too high a speed you will soon be in major trouble. The secret
lies in reading the road ahead to assess the bend to plan how you intend to negotiate it. You
may see:
•
the line of trees
•
lines of telegraph poles
•
hedges at the side of the road marking the path of the road.
•
Remember though that things may not be as they first appear.
Telegraph poles can cross over a road and give you misleading
information, as can tree and hedge lines and whilst they are a guide, do
not take them for granted, constantly re-assess your judgement. If in
any doubt, lose more speed before the bend so you have greater safety
margin for manoeuvring.
Collisions at Junctions
These can be down to a driver failing to give way or stop and fall into the category of “sorry
mate, I just didn’t see you”.
Many of them happen at T-junctions but can happen at other junctions. Some road users are
desperate to take any opportunity to join the flow of traffic and become impatient.
They may not spot your bike in the traffic even though you think you are easy to see. There is
research showing that drivers have difficulty judging the speed of a bike and underestimate the
bike’s time of arrival.
Always remember that if there is a collision between a car and your bike, you and the bike will
come off worst whoever is at fault.
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Consider how you would deal with the vehicle unexpectedly pulling out in front of you.
The simplest way is to treat the sight of any vehicle sitting at a junction as being a potential
threat.
Collisions while Overtaking
Overtaking not only requires the skill to judge speed and distance, but a good knowledge of
your bike’s acceleration and capabilities coupled with a precise and accurate decision to carry
out the manoeuvre . If you are on an unfamiliar bike, take time to learn how it reacts to
acceleration and braking in different gears, before doing any overtaking.
Don’t overtake when approaching:
•
bends
•
junctions
•
lay-bys
•
pedestrian crossings
•
hills or dips in the road
•
where there are double white lines or other signs prohibiting overtaking.
There could be a high speed vehicle coming the other way, hidden from view.
To overtake safely you need aware of everything going on around you and none of us have xray vision. You will also have no idea how a driver or rider will react when they see you
overtaking them.
You can’t assume they will slow down to let you in. They may do the opposite.
If you are filtering past stationary or slow moving traffic, do it with care. The closely packed
vehicles reduce your visibility, manoeuvrability and reaction time to a minimum. A lot of drivers
will not know that you are there and may move across in front of you or open a door. If you
are riding with others, ride and plan everything for yourself.
Snap overtaking decisions are dangerous and should be avoided at all times
Loss of Control
The two main reasons for loss of control collisions are shunts and road surface conditions.
In most cases they have been preceded by poor observation, judgement and planning on the
part of either or both parties involved.
Shunts
These are usually down to riding too close to the vehicle in front, or the vehicle behind you
being too close.
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To protect yourself:
•
leave plenty of room between you and the vehicle in front
•
be able to stop in the distance you can see to be clear
•
if the vehicle behind is too close give yourself more room in front.
Road Surface Conditions
Part of the challenge of using a motorbike is adjusting our riding to deal with different road
conditions.
There are all sorts of conditions we need to have the skills to deal with but some examples that
can lead to loss of control of the bike are:
•
poor weather conditions
•
diesel spills
•
mud
•
manhole covers
•
painted road markings.
Look out for these and for road signs warning you of hazards ahead.
can be slippery in certain conditions.
Even new road surfaces
Be particularly diligent when it rains after a long dry spell. Rubber tyre dust can build up during
dry periods and remains slippery until the rain washes it away.
There may be other clues to the presence of some hazards. For example, where there are
lorries there may be diesel spills, where there are building sites, or farm and field entrances
there may be mud.
Make sure your tyres are in good condition and at the correct pressure; your life is dependent
on two small patches of rubber.
Allow yourself the time and space to see what is ahead of you and take avoiding action.
The safest response will depend on the circumstances around the hazard such as road
conditions, weather, the limitations of your bike, and your skill as a rider.
Motorcycling is a skill for life and any skill needs to be practiced, honed and developed.
If you haven’t been on the bike for a while ease yourself back in to riding gently and think about
reading Roadcraft to refresh your knowledge..
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Letter to the Editor
From Sid Corke
Sir, Clive Taylor’s comments in the last newsletter (Feb/March/April issue) caused me great
concern.
It is true that “Mr. Audi” did drive like a pratt, but at no
time did any of our group retaliate, indeed it is testament
to the attitude of our group that we just let him go on his
merry way.
The “Motorcycle God,” although entitled to his opinion, is
wrong to suggest changes to the very well established
rideout policy, which, for most members is one of the
enjoyable factors of NAM.
Large groups of motorcycles were, in the past seen as
leather clad hoodlums, whereas now we are viewed by
many non-bikers with interest and generally welcomed.
Consider the café proprietors; are they not always glad to
see us?
Do they not welcome the trade?
We eat cakes, with tea and coffee for goodness sake, not
beer and chips! (Correction Sid, YOU DO eat chips! Ed)
He then goes on to say, long convoys of bikes are difficult to overtake which contradicts his
reference to “Mr Audi” even though this was on a minor road and the driver was a total lunatic.
In the main motorcycles do make better progress than cars, due to better performance and
agility of our machines. We are after all advanced riders but we don’t ride on each others back
lights as he suggests.
Out of all the rideouts has there ever been contact between two bikes? No I think not, another
testimony to the riding standards we practice.
As for his comments on it being ‘pretty intimidating for some car drivers to be overtaken by
hoards of bikes…..’ with the inference that bikers are not liked by the public at large.
If he believes this then he should try going on the annual Easter Egg Run which can involve 4500 bikes in one long procession being cheered by thousands of bystanders, is an emotional
sight to witness. I am glad to do it every year, particularly as it is for such a good cause.
He also mentions camaraderie, well that to me, is the most important thing of all, I have made
lots of friends since joining the club, let me give an example;
Picture the scene, 10 or12 bikes parked at a Scottish café in the middle of beautiful terrain with
us all sat outside on a patio enjoying bacon sandwiches and tea in glorious sunshine.
After an hour or so I went to pay my bill only to be advised that it had already been paid!
had all our bills, one member had paid for the lot
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As
This member whom I hardly knew said,”The biking has been great, the scenery stunning, but
this last hour in good company has been the icing on the cake”.
You cannot buy memories like that and it could only happen on the biking scene.
As advanced riders we do not ride at breakneck speeds, if anyone is uncomfortable, we adjust
to accommodate slower and inexperienced riders
and a classic example of this was at Pitlochry last
year when a new Lady Associate was obviously
not comfortable with the pace.
In recognition of this, the group was split into two,
led by volunteers, who accompanied her for the
rest of the day at a pace more suited to her
experience.
We are not clinical, we split into groups to cater for
different needs the increasing numbers is
testament to how good and popular these rideouts
are.
Your energies may be more productive if directed
towards introducing additional rideouts, which
would spread the numbers and reduce what you
perceive as problems.
Mr. Motorcycle God, please leave well alone in fact
in recognition of your published comments a
ceremony should take place whereby your beret is
fed into your rear sprocket in front of everyone to
deter you from ever thinking such foul thoughts
again!
Comment:
So there you have it, another point of view on the subject of NAM Rideouts. What do
you feel about the rideouts? Let me have your views and I’ll publish it in the next issue.
Ed
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0O0 –
Committee Changes
We welcome the following members to the Committee following recent changes.
Geof Spencer joins the Committee as part of the Training Group
Carole Kibble has agreed to take on the role of Membership Secretary
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From the Archives... (Tongue in cheek!)
1957 was a memorable year for NAM.
With membership numbers at an all-time high, the top prize in the Xmas Raffle was a BSA
Bantam Special. Incorporating a unique rocket-boost system, this little bike could hit 30 mph
within one second of a standing start - really handy for getting away from the lights.
At the controls, is lucky prizewinner Vera Jones, an enthusiastic trials rider and keen club
stalwart for many years. Some of you may remember Archie Smith, a self-taught mechanic, who
can be glimpsed in the background (to the left of Vera's head). It was Archie who'd spent 18
months modifying the bike in his garden shed - a true labour of love.
Ignition of the booster was via a handlebarmounted push button, which Mabel Armstrong,
wife of Club chairman George, is demonstrating to
a thrilled Vera. In those far-off days, the
Chairman's wife wore a beautiful chain of office,
hand-crafted (by Archie) from bits of old bike. It
even incorporated a tank badge from some
exclusive, long-defunct marque.
In the fifties, of course, the Xmas raffle had a
much higher profile than it does today. Vera's
nephew can be glimpsed behind the bike, with his
mum and dad behind, looking on proudly. The
young chap's looking a little anxious - he can't
understand why his aunt isn't wearing her
traditional safety helmet. Vera later said that it
wouldn't have looked very stylish in the photos.
Sadly, the merriment was all to end rather
abruptly. It's not clear exactly what happened
next. Somehow Mabel managed to ignite the
booster. With Vera still aboard, the little pocket
rocket took off with astonishing acceleration.
Due to her outstanding riding skills, perfected over many years of participation in the Scottish
six day event , Vera managed to stay on board. Aiming for the centre of a roundabout, she
abandoned ship and landed on her feet in the middle of a tulip bed. The Bantam ended up
wrapped around an adjacent signpost.
The poor little bike was only fit for the scrap heap. Archie Smith was devastated and never built
another bike. Vera found the whole experience rejuvenating and went on to become a trapeze
artist.
Even to this day, it's unlikely that many NAM members have experienced performance like that
offered by the little Bantam Special.
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OUR HERO by Nick Maddison
Sitting at a roundabout waiting for a green light, I noticed a headlight carving a path through the
traffic. It was a sunny October day, Sunday about 3 pm.
The headlight belonged to a well polished smooth sounding shinny bike. A SUZUKI GSX-R 600
yellow and black.
The bike pulled up level with the near
side of the car waiting for the lights to
change to green.
The (‘he’s not wearing any socks’) voice
of disbelief from the better half must
have brought forward the look of
puzzlement across my face.
As I looked to the machine from the
land of the rising sun, the sock less
warrior came in focus, scanning the
naked ankle the puzzlement deepened.
Trainers! White, tied with large bows.
Jeans, pre holed, I presumed to let the
cooling autumn breeze through, held up
with a black leather belt sporting some
sort of metal buckle.
Then at last protection in the form of a leather jacket fastened ¾, more cooling I guess. The
helmet looked expensive with a dark visor; well it was a bright day!
The throttle blipped by a
gloveless hand and the picture was complete.
The lights started their count down to green, the brake leg twitched, that slight movement
changed my puzzlement to utter disbelief.
There (bolted to the rasping snorting she devil from Japan), were two black shinny bulbous
crash bobbins.
At the time the only answer I could think of to the strange mixture of protection, was that the
bike had to survive a close up of mister tarmacs best, while the knight that tamed this beast
would be sacrificed to appease the gods from Japan.
My thoughts now you wonder? Well allsorts of answers spring to mind.
The most probable answer to me is the pride and joy of his life sitting on the drive, waiting for
the great steed to reach optimum temperature, with the helmet sitting safely on the ground and
the jacket resting across the seat.
The sudden thought to check the rear door to the house, was all the time our hero needed. To
don the helmet and jacket then disappear into the sunny October afternoon.
His mission, to supply, a parts hungry world, another offering to the great God, EBAY!
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17
Tips for New Riders by Ray Charlton
Motorcycle Roadcraft has been the guiding light for all aspects of advanced riding for many
years now. Although not the only publication available, I have always found it to be the easiest
to use.
However, over the years I have lost count of people who buy
Roadcraft thinking it is the sole way towards becoming an
advanced rider, and, without exception, they soon learn that
they need to supplement Roadcraft with practical, on and offroad guidance to fully understand its meaning.
On opening Roadcraft for the first time you are told that “…..
it is the textbook for police riders undertaking police rider
training.
In police training, Motorcycle Roadcraft is
combined with practical instruction.”
The operative words being; “with practical instruction.”
Without the practical instruction, which ideally includes
lectures and explanations, sections can be misinterpreted with
unfortunate results.
Another common misunderstanding is that Roadcraft is written
in tablets of stone.
it is certainly not and is best described as a series of guidelines and advice quite often open to
interpretation.
It is because of this ‘interpretation’ that you occasionally hear one instructor say one thing and
another say something slightly different.
Neither is wrong as inevitably they are saying the same thing in a different way and as long as
both are within the broad meaning of Roadcraft then that is perfectly acceptable.
Practically every person who has read Roadcraft and not had it explained more fully has
misunderstood it.
For example, if the guidelines for dealing with corners is not fully explained and understood it
can often result in negotiating bends and corners in an incorrect and potentially dangerous
manner.
Another expression that you will frequently hear is, “make progress,” which always poses the
question, “How much progress should I be making?”
If as a new rider, you refer to Roadcraft for answers, you will not find the word ‘progress’ listed
anywhere in the index at the back of the book, yet it is a common expression used by
established advanced riders. The word ‘progress’ was certainly included in early versions of
Roadcraft, but now appears to be played down somewhat.
Researching this point drew me to a reference book I used many years ago to supplement
Roadcraft. This was “Expert Driving the Police Way” by John Miles, in which he describes
an advanced rider as someone, “who rides in a calm controlled style without fuss or
flourish, progressing smoothly and unobtrusively.”
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18
In the revised edition of this book the word ‘progressive’ is only mentioned in one chapter,
where it now says, “Your progress will be steady and unobtrusive.”
I know that during my own early training, the emphasis was on ‘making safe progress
whenever the opportunity arose’ and have always stressed this requirement whilst carrying
out instruction, with strong emphasis on the word ‘safe.’
The most likely explanation for the changes in both publications is a means of reducing the
misunderstanding of the expression ‘making progress.’
Quite often new Associates can misinterpret ‘making progress’ to mean ‘more speed’ which
only adds to confusions they may already be experiencing.
Another misunderstanding is the belief that advanced riding is all about riding faster.
Nothing is further from the truth and again referring to Motorcycle Roadcraft it defines its
benefits to ‘Improve the skill and safety of your riding so that you can make the best of
road and traffic conditions. Riding safety and skill are aspects of the same ability – the
ability to control the position and speed of your bike relative to everything else on the
road.’
With this in mind it now becomes abundantly clear that to become a skilled advanced rider it is
essential that Motorcycle Roadcraft is read, fully understood by the Associate as well as his/her
Observer otherwise the effects of the System can be reduced or even devalued. But again, I
emphasise the need to use Roadcraft in conjunction with practical guidance.
One of the problems that Observers frequently face is not always being sure that what is said to
an Associate has been fully understood.
It is essential that good communication is achieved between Observer and Associate to ensure
that skills are passed on and quite often it is forgotten that the Observer is the man/woman on
the spot at the time and it is solely his/her interpretation of whether an Associate has taken on
board and fully understood that has been said.
Only the observer is in that position so remember that no two riders are the same, one may
develop his new skills at a faster pace than the other. Only the observer is in a position to
make a judgement as to the pace that the Associate should be making as he is the man on the
spot.
If he/she gets it wrong and pushes the Associate too hard it can be a recipe for disaster, making
it essential that both parties fully understand their own part in what they are trying to achieve.
Avoiding misunderstandings will achieve much better results earlier and make the experience of
learning advanced skills more satisfying for both of them.
Finally, whilst Roadcraft clearly outlines principles under the heading of ‘The System’ there is
always an over-riding rule and that is, never forfeit safety for System.
Safety has over-riding priority at all times.
Safe riding
.
Ray
19
Answers to Crossword on Page 7
Across
2
3
5
7
8
10
11
14
16
19
21
25
26
27
29
30
31
Down
Daytona
Telelever
Oliver's Mount
Hein Gericke
Double Bubble
Scorpion
Ninja
Dani Pedrosa
Bimota
Drop Off System
Victory
Katana
Pirelli
Matchless
David Sykes Superbikes
Bradley Smith
Panniers
1
2
3
4
6
9
12
13
15
17
18
20
22
23
24
28
Ole Olsen
Drivebelt
Track Day
Royal Enfield
Orange County Choppers
V Strom
Riders' Chronicles
Wall Of Death
Scottoiler
Ilmor
The Highway Code
Road Captain
Genesis
Lifesaver
Testastretta
Beaulieu
NAM MERCHANDISE
Contact : Louise Bennett for all items of merchandise
(On sale at all monthly meetings)
Equipment Badges
Woolly Hats
Caps
T Shirts
Polo Shirt (Black or White)
Sweatshirt
Fleeces
Tank Pads
Key Fobs
Sew on cloth badge
Lanyard
.
Self adhesive - attach to fairing
With NAM Emblem
With NAM Emblem
With NAM Emblem
With NAM Emblem
With NAM Emblem
With NAM Emblem
With NAM Emblem
With NAM Emblem
With Nam Emblem
With NAM Emblem
20
£1.00
£10.00
£10.00
£10.00
£10.00
£20.00
£25.00
£10.00
£1.00
£3.00
£3.00
Re-Launch of the Great North Air Ambulance Northumbrian Operation
The GNAAS Northumbrian Operation is up and running again as from Sunday, 4th March 2007.
Now based at Otterburn it supplements the other two aircraft based at Durham Tees Valley
Airport and Penrith in Cumbria.
NAM was represented at the launch, at Alnwick Castle by
The Chairman, Secretary, Treasurer and Merchandising
Representative, where we met the crew and was shown
around the helicopter.
We also used the event to present the GNAAS with a
cheque for £1476.80, made up of £840.75 from our
Christmas Raffle, topped up by a further £167.87 collected
through our monthly meeting raffles and supplemented by
£420.50 collected by Sam Wedges Café, Consett. £12.78
collected by Hein Gericke and £34,90 collected by Hunters
of Westgae Hill.
We are grateful for these companies collecting on our
behalf
.
21
Life with a sixty-year old bike
By Simon Hadden
Some fifteen years ago, I took the first step towards ownership of an old bike by purchasing a
key ring, complete with BSA logo, at some old bike show. And that’s how things remained until
late 2005, when I finally got up sufficient steam to find a bike to match the keying. As happens
with such ideas, things did not progress quite as planned.
The original idea was to find a trusty 1950’s
bike in early Autumn 2005, within a couple of
hours of home. Due to the workings of the
Cosmic Motorcycle Company, I found myself
riding towards Somerset one January evening
in 2006 to look a 1947 BSA B31. After a couple
of miles on the old Beezer, with its single
cylinder 350cc engine, I was smitten.
The following weekend saw Simon Lupton
chauffeuring Jack Lormor and me back to
Somerset to pick up the bike on Simon’s bike
trailer. A fun weekend, though I’m glad I didn’t
have to do the driving!
The subsequent weeks highlighted that some work was needed to make the old crate reliable.
After four months, just when I though that everything was finally ship-shape, the engine lost
much of its compression on the run home from the NAM “Bring your other bike” meeting in
Cramlington. Most of the land between Morpeth and Felton disappeared under a smokescreen
as I rode along. Clive Taylor left the meeting a few minutes after me and reckoned that he could
smell the oily smoke for several miles before he caught up.
I still marvel at how the bike got me home. The last mile or so was down to about 20mph flat
out. A re-bore and new piston were necessary and the cause seems to have been a wrongly
assembled oil pump. The trouble is, short of stripping down an old bike when you buy it, you
never discover these things until the bike goes BANG!
Looking on the positive side, the good thing
about all these woes is that chums pile in to
give a hand. Ray Charlton spent hours
replacing all the wiring, arranged the cylinder
re-bore and showed me how to re-assemble
the engine. Jim Stephenson and John
Woodley helped with the oil supply pipes to the
rockers, while Clive Taylor and Dave Anderson
sorted out the pesky oil pump. After further
messing on with the valve lifter mechanism,
petrol tap and other fiddly bits, the old stalwart
passed its MOT in January 2007.
For a BSA like this, virtually every spare is
easily obtainable. Mudguards and the like may be difficult to replace but pistons, carburettors
and other components, down to the tiniest split pin and valve lifting cam are all available, mostly
at pocket money prices. They’re certainly miles cheaper than spares for modern bikes.
.
22
Starting is a bit of a ritual as the
engine sports a pre-war AMAL
276
carb,
which
requires
judicious use of the petrol tap
until the engine is kick-started.
There’s no ignition key (so that
BSA key-ring, purchased many
moons ago, proved to be a fat lot
of good). In fact there are no
security devices whatsoever. The
engine is stopped by means of a
valve lifter lever which kills the
compression by holding the
exhaust valve open. If a previous
owner has left out a vital split pin
inside the valve chest, you can
only stop the engine by turning
off the petrol or pulling off the
spark plug cap. Don’t ask how I
know this.
So what’s an old bike like to ride?
Well this one’s very comfy and relatively nippy up to 40mph and feels unstressed at 50mph.
This old bike would struggle on to 70mph but mechanical sympathy rules that out. Countersteering works just as it does on a modern bike. There are telescopic forks at the front but
there’s no suspension at the back - just a well-sprung, bicycle-type saddle for the rider and a
pad on the rear mudguard for the pillion.
Drum brakes are fitted on both
wheels but the rear brake is stronger
than the front. They’re effective but
nothing like modern brakes so good
forward observation and planning are
vital, particularly if you want to retain
momentum.
Gear-changing
is
reasonable now but I spent ages
adjusting the clutch in order to
achieve this. If the clutch isn’t set up
correctly, the gearbox crunches in a
way that just can’t be ignored. The 6V
lighting isn’t really too bad on quiet
country roads if you’re prepared to
potter along at 30mph, which seems
fast enough.
The most satisfying part for me is the glorious single-cylinder engine throb. It’s not particularly
loud but to hear the steady beat as you climb a gradient is great.
The current plan is to build up the miles on the bike through 2007, eliminating any problems as
they occur. In August 2008 the BSA Owners’ Club is holding its International Rally on the Isle of
Man, just before the Manx Grand Prix. The aim is to ride the bike over to the rally. I’ll keep you
posted.
.
23
TURKEY with all the trimmings part 2 by Carole Kibble
The ride towards Mt. Ararat is dominated by the flat profile of the highlands with deep canyons
patching green in the brown landscape. Entering the the valley of the Araxe River the whole
area is overseen by the conic outline of Mount Ararat, a volcano which last erupted in 1840 and
where legend says Noah's ark landed after the deluge.
We now headed towards Dogubeyazit, the last town before the the Turco-Iranian border. It had
all the feeling of a very remote place but there was still a sense of all those in history who have
passed this way before us, not least Gengis Khan!
Here we met up with a French/Italian couple
from Rome two-up on a 1200 and heading for
Katmandu! Made ours look like a trip to the
local supermarket! With them we visited one
of the most exotic buildings of Anatolia, the
spectacular Ishak Pasha Palace built by a
dynasty of warlords.
It is an impressive fortress standing in full
view of Mt. Ararat atop a rocky outcrop
overlooking an ancient trade route. The
quality of the carved stonework combining
Turco-Persian traditions is remarkable. We
stared out through openings in the thick walls
on a very barren landscape.
The next highlight was Lake Van, the large body of caustic water that dominates the SE corner
of the map of Turkey. After a lovely ride on wide empty roads we arrived at the lake early
morning. It was already a stunning deep blue. The lake contains seven islands some of which
can be visited by boat and one of which has a beautiful Church. It was pleasant to ride along the
lake in the cool part of the day and stop for brunch at the western end in a small restaurant full
of locals who of course were curious to know the usual where from? where to? We for our part
were just fascinated to be riding through the ancient plains of Mesopotamia towards the river
valleys of the Tigris and Euphrates.
Turning south we enjoyed a spectacular riding section through pastoral scenery through the
towns of Bitlis and Batman both on rivers of the same name and then in the late afternoon sun
we came upon Hasankeyf, a gorgeous honey-coloured village clinging to the side of a gorge
above the river. We crossed the wide Tigris River on a modern bridge with the ruins of the huge
Old Bridge to our right.
Despite its beauty and history Hasankeyf is set to vanish beneath the waters of a huge dam as
part of a massive regeneration project in this poorer region of eastern Turkey. We feel lucky to
have seen it as we head for Mardin in the twilight, with another 600 km day under our belts.
The taxi led us to a beautifully restored keravansaray on a steep cobbled hill in the famous
Arabian quarter of town. The staff were obviously well-used to bikes arriving and brought out a
large wooden wedge, about a foot wide, to enable the bikes to be ridden up a foot high stone
step into the front of the hotel, closely watched by amused onlookers.
.
24
The hectic local traffic made no allowance for Alan's manouvres in the narrow street as he
parked up both bikes (well it does say MANouvres!!) so he had to cope with potential
broadsides from buses and taxis.
Then we were able to appreciate the opulence of the place, the deep, soft, brightly patterned
carpets, the tinkling of a fountain in the corner into a small pool containing terrapin. The staff
informed us there was no beer (usually our first request on arrival) for sale in the hotel, but,
wink, wink, if we really wanted some it could be smuggled in newspaper wrapping from the shop
nearby and so the constant conflict between religious nicety and commerce was swiftly solved!
Once showered and changed we went onto the large courtyard-style balcony for a cool beer
and delicious food. Our room was not only air-conditioned but had sumptuous wall hangings
and chairs covered with the finest antique silk. Needless to say we slept as if in paradise little
knowing what was to transpire.
Next morning we rose and left the hotel
around 6 am with another long day's riding
ahead of us. Approaching the busy town
centre a minibus tried to cut me up. I braked
suddenly to avoid him and went
down....unhurt but my brakes locked on and
nothing we tried changed anything. After a
lot of hassle from the tour agency they sent a
recovery vehicle which took the two bikes to
a nearby garage.
It was deemed necessary to send my bike
on the vehicle on to Tarsus which was ten
hours away and since we were in this trip
together Alan's bike went on the truck too. We rode with it as far as Urfa where we had a prebooked hotel and then waved goodbye to the driver expecting to pick our bikes up a day later to
resume our trip.
This was not to be. We had taken a local bus from Urfa to Gaziantep keeping with the schedule
and then got a taxi from the bus station to our hotel. Very unfortunately and after riding a few
thousand kilometres in scorching heat through allegedly guerilla-ridden military zones near to
the borders with Iran and Iraq without incident, Alan fell awkwardly getting out of the taxi on to a
steep, uneven road.
To cut a long story short there was to be no
more motorcycling; he had fractured the
neck of his left femur and spent two weeks in
a hospital in Gaziantep, a few kms from the
Syrian border from where we were
re-patriated via Istanbul, Heathrow and
Newcastle to Alston Hospital.
Alan (Pictured) still seated, still on two
wheels (a wheelchair) and looking slightly
confused!!
Six months on and crutches
gone we have booked for Morocco in
October.... but that, as they say, is another
story.
.
25
BMW Bike Fault-code Diagnostic Tool By Alan Kibble
We had a problem with Carole's hired R1200GS bike's brakes on our circumnavigation of
Turkey (see Carole's previous article “Turkey with all the trimmings”). Brakes locked on - unable
to ride against the brakes, with no evidence of bent or touching levers etc. I was confronted with
no clues as to the cause, excepting a flashing ABS light.
Despite the rural Turkish garage mechanics being very resourceful and competent, having
never before even seen a 1200GS bike let alone knowing anything about the electronics – CAN
BUS etc. they were just as blind as me in knowing where to start to look for the fault! The
nearest BMW dealer in Turkey was 10 hours away from our breakdown and I suspect not very
experienced on bike faults.
I realised a similar problem with the engine management computer for example, with all the
associated interlocks and sensors, could well give us a major problem on our future adventures
on our own bikes, miles from any help.
Searching the Net trying to find an explanation for the fault which occurred with Carole's bike, or
someone with a similar experience, I came across a South African Company (www.hex.co.za)
who were just about to launch a diagnostic tool for precisely these circumstances. (We never
did obtain a satisfactory explanation of Carole's brake fault; we were told it had cleared by the
time the bike arrived at the dealer! - I suspect that the brake servo system had “locked on” ? nobody told us what the diagnostics reported and being hired bikes we were never informed).
The tool called - GS-911 Emergency tool for BMW motorcycles is a small device that plugs into
the diagnostic socket under the seat of the 1200GS.
Using a Bluetooth equipped mobile phone it allows you to obtain a display on the phone a
history of previous faults and of all fault conditions currently existing with an explanation of the
fault. This is exactly the same as the BMW dealers obtain on their diagnostic computer.
This information will direct you precisely to the problem area. Most faults are simple – it's the
finding that's the hard part! Hopefully this could avoid a long and costly journey by a transporter
(assuming one can be found) to a dealer who could possibly clear the fault in a few minutes or if
a part failure is diagnosed, a replacement could be shipped out by the local bus system
overnight. (a typical failure is the fuel pump/controller etc.)
The diagnostic tool covers the following BMW bikes:R1100S.,R1150R/RT/RS (single & twin spark) and Adventure. R1200GS and Adventure.
F650CS. F650GS/Dakar (single & twin spark). C1 and C1-200. K1200GT/R/S. K1200R Sport.
The systems covered are: Engine Controller, ABS system, Central Vehicle Electronics and
Instrument Cluster.
The cost is approx. £130, not cheap but could potentially pay for itself on one problem.
Not for everyone, but for anyone who travels in remote areas (Northumberland, Scotland,
Cumbria, Mongolia?) it could be considered essential. Also if you do your own maintenance it is
extremely useful. (Haynes Workshop Manual due out in June).
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26
More photo’s from Turkey Trip
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27
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